The GLI of Indiana also took over another firm, the Blue Goose Lines, running in the Hoosier State from Indianapolis southward to Evansville and northward to Kokomo and onward to Fort Wayne (all four in Indiana), bought from Ralph Bogan and Swan Sundstrom, two original busmen from northern Minnesota.
The purpose of the Pennsylvania GL was to provide an entity in which the Pennsylvania Railroad (PRR) soon bought a minority interest, a subsidiary in a territory which coincided with the territory of the railway firm – so that the rail company could supplement its train service and substitute bus service in place of some of its unprofitable and marginally profitable passenger trains.
The remaining routes [that is, those between Evansville and Indianapolis and between Detroit and Cincinnati and onward to Louisville (in Kentucky)] went to the (first) Central GL.
The (second) Central GL came from three major components: The first major part of the (second) Central GL, the Safety Motor Coach Lines, had been founded (with the backing of Wickman) in 1924 by Edwin (Ed) Eckstrom, an accountant, born in Ludington, Michigan, and raised in Hibbing, Minnesota.
Eckstrom is said to have proposed the use of the name of the Greyhound Lines even before he left (with the support of his associates in Minnesota) to go back eastward.
In 1929 the Safety Motor Coach Lines (as a subsidiary of the MTC) took over the Interstate Stages (which had used the brand name of the Oriole Lines and had named its coaches as the Oriole Flyers), the Southwestern Michigan Motor Coach Company, and the YellowaY of Michigan (a part of the YellowaY-Pioneer System, bought from the American Motor Transportation Company), all three of which firms Greyhound had acquired through a related company, named as the Automotive Investments, Inc., based in Duluth, Minnesota.
Baskett, a former driver and sometime manager for those two firms (1919–24), in 1925, after a brief stint in North Carolina, began running coaches of his own in East Tennessee between Knoxville and Johnson City, then in 1928 co-founded the Tennessee Coach Company, which long (1929–56) cooperated (in part by running through-coaches on through-schedules in pool interline operations) with the Atlantic GL, the Dixie GL, and (especially) the Southeastern GL, but which in 1956 became a member of the Trailways association (then named as the National Trailways Bus System), and which in 1966 became a wholly owned subsidiary of the Continental Trailways.]
The prelude to the third major part of the (second) Central GL, the routes in upstate New York (with the two extensions), began in 1913 in the Thousand Islands region, a resort area along the border between Canada and the US, on the Saint Lawrence River, which is the outlet to the Atlantic Ocean from Lake Ontario and therefore also from all five of the Great Lakes.
In 1913 Fred Dailey began service (with a Cadillac open touring car) between Watertown, New York, the nearest town with a train station (in the US), and Alexandria Bay, on the southern shore of the Saint Lawrence River, a distance of about 32 miles.
[Aldrich already owned a firm running from Syracuse to Norwich, about 66 miles to the southeast, using Fageol Safety Coaches.]
By the next year, 1924, Aldrich alone ran the line between Watertown and Syracuse, using Fageols, on the first highway link between that part of northern New York and the rest of the Empire State.
In 1925 a group of investors in Watertown set out to assemble a bus line between Binghamton (in the Empire State) and the Canada–US border, a distance of about 180 miles.
Colonial then developed routes from Watertown to Utica and to Plattsburgh (via Canton, Potsdam, and Malone) plus several branch and feeder lines, mostly by the purchase of existing firms.
In 1928 Colonial began acquiring the intrastate rights between Syracuse and Buffalo by buying existing firms; that process continued until 1930, after it had become a member of the Greyhound family.
In April 1929, as previously mentioned, the Motor Transit Corporation (MTC) formed the Eastern GL (EGL), as a holding company (rather than an operating company), to own a number of Greyhound subsidiaries (both existing ones and future ones) to the east of Chicago – other than the Pennsylvania GL, in which the Pennsylvania Railroad would hold a large but minority interest.
Thus by 1933, Greyhound consolidated the entire service between Cleveland and Chicago (including the branch from Toledo to Detroit) in the EGL of Ohio (formerly the Great Lakes Stages).
The CGL of Michigan (formerly the Safety Motor Coach Lines) continued only until the next year, 1936, when (in a move as a part of a tax strategy) Greyhound merged it into the undenominated main (second) Central GL.
[At the same time, however, the EGL of New England continued with the same name, because of its location, which was (and is) clearly eastern rather than central, and which was outside the territory of the NYC (railway) System.]
In that same year, 1936, Greyhound (by necessity) applied to the federal Interstate Commerce Commission (ICC) for its mandatory approval to merge the EGL of New England (as a division) into The Greyhound Corporation and to merge both the CGL of Michigan and the CGL of New York (as divisions rather than subsidiaries) into the main (second) Central GL.
[In 1937 The Greyhound Corporation formed the New England GL (NEGL, as the first direct subsidiary of the parent company itself), thereby becoming a carrier (for the first time) rather than merely a holding company; in 1939 the federal ICC gave its required approval, and the NEGL began operating; in 1940 Greyhound transferred to the NEGL the routes of the EGL of New England between Boston and New York City (on which the latter firm had begun in 1930); then the EGL of New England continued running to the north of Boston, on routes which it had acquired in the meantime, to Portland, Maine, then on several lines in Maine, reaching eventually Saint Stephen, New Brunswick, Canada, on the border, across from Calais, in the eastern part of Maine, until 1950, when it became merged into the NEGL.]
In 1947 The Greyhound Corporation finished reacquiring the remaining shares of the non-voting common stock in the Central GL which (in 1935) it had transferred to the NYC System.
No longer having a need to maintain a subsidiary coinciding with the territory of that railway firm, Greyhound next reorganized some of its routes in the Midwest and the Northeast, seeking a more efficient operation.
In 1987 The Greyhound Corporation (the original parent Greyhound firm), which had become widely diversified far beyond transportation, sold its entire highway-coach operating business (its core bus business) to a new company, named as the (second) Greyhound Lines, Inc., also called the (second) GLI, based in Dallas, Texas – a separate, independent, unrelated firm, which was the property of a group of private investors under the promotion of Fred Currey, a former executive of the Continental Trailways (later renamed as the Trailways, Inc., also called TWI, also based in Dallas), which was by far the largest member company in the Trailways association.
The lenders and the other investors of the GLI ousted Fred Currey as the chief executive officer (CEO) after the firm went into bankruptcy in 1990.